Railway-traffic-governing apparatus



H. A. WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS Filed March 20; 1922 11 sheis-sh'et 1 INVENTOR I Mk. ATTORNEY H. A; WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS Fi'led March 20, 1922 7 11 Sheets-Sh-t 2 INVENTOR H, W

BY a; mm

Ma. ATTORNEY r 1,850,575 H. A. WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS ll Sheets-SheEt 5 Nwm 22, 1927.

Filed March 20, 1922 INVENTOR 2 N BY Q X- m a M' ATTORNEY 5,550,555 H. A. WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS Filed Ma 20, 1922 5 11 Sheets-Shet 4 F'zlyz .INVENTOR AL 5 Q. I

BY az m ATTORNEY Nov. 22, 1927. 1,650,575

H.- A. WALLACE RAILWATTRAFFIG GOVERNING APPARATUS I Filed March 20, 1922 11 Sheets-Sht 5 ies f INVENTOR:

)5 Vi WM BY avail/Mag M ATTORNEY Nam-22, 1927. 1,650,575 I H. A. WALLACE RAILWAY- TRAFFiC GOVERNING APPARAT US Filed March 20, 1922 11 Sheets- Sheet 6 INVENTOR: N 0L. Wow/44am.

CgZf P ATTORNEY NQV. 22, 1927. 1,650,575

H. A. WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS Filed March 20, 1922 11 Sheets- Sheet INVENTOR A 51 Wm" BY ZZLWWM N- Q. ATTORNEY Nov. 22, 1927. 1,650,575

H. A. W LL A E- RAILWAY TRAFFIC GOVERNING. APBARATUS Filed M r 20, 1922 11 Sheets-Sheet 8 'lN\ IENTOR.

Y Q; 05; Z5 N-a. ATTORNEY Nov. 22, 1927.

. 1, 50,575 H. A. WALLACE RAILWAY TRAFFIC GOVERNING APPARATUS Filed March 20, 1922 11 Sheet-Shei: g

INVENTORI #AQ' N- w ATTORNEY 1,650,575 H. A. WALLACE A RAILWAY I TRAFFI C GOVERNING APPARATUS Fil'ed Mar h 20, 1922 11 sheets-sheet 11 I4 IINVENTOR A M. a;

BY a; $254M A 4 ATTORNEY 'atented Nov. 22, 1927.

warren STATES HERBERT A. WALLACE, F PITTSBURGH, PENNSYLVANIA.

RAILWAY-TRAFFIC-GOVERNING APPARATUS.

Application filed March 20, 1922. Serial No. 545,103.

My invention relates to railway trattic overning apparatus, and has for an object 1e provision of means for safely controlling raflic governing devices such as switches nd signals from a distant point.

I will describe certain forms of apparatus mbodying my invention, and will thenoint out the novel features thereof in laims.

In the accompanying drawings, Figs. 1, b and 1", are diagrammatic views, which, :hen placed end-to-end'in the order named, llustrate one form of controlling apparatus mbodying my invention, and which views vill be hereinafter referred to collectivelys Fig. 1. Figs 2 2 and 2 are diagramiatic views, which, when placed end-to-end n the order named, illustrate another form f controlling apparatus also embodying my avention, and which views will be hereinafer referred to collectively as Fig. 2. F 1g. is a diagrammatic viewshowing one form f indication apparatus embodying my in ention and one form of selector controlling .pparatus also embodying my invention, )Oth of which are adapted for use in conlection with the controlling apparatus of =ither Fig. l or Fig. 2. Fig. 4 is a view howing one form of device which may be .mployed in connection with the indication ransmitting apparatus shown in Fig. 3 for vperating the indication contacts 310, 311, K12 and 313. Fig. 5 is fragmentary diagrammatic view showing a modified arangement of the control circuit for relay F .hown in Figs. 1 and 2. Fig.6 is a view howing one way of substituting a plurality )f single-point selectors for each multiple- )oint selector shown in Figs. 1 and 2. Fig. is a view showin a modification of the ndication transmitting apparatus illustrated in Fig. 3. y Similar reference characters refer to simlar parts in each of the several views.

Referring first to Fig. 1, the reference 'haracters 2 and 2 designate the track rails )f a single track over which traffic moves in )oth directions. and which track is provid- :d as usual with passing sidings X. X. etc. ocated at suitable intervals and connected with the main track by switches A.

Traflic moving towards the right through he portion of track shown in the drawing is governed by a series of signals S, S S and 5 while trafiic moving towards the left is governed by a series of signals S 8*, S", and

S In addition to these signals, the lefthand end of the siding X is provided with a take-siding signal Q and a leave-siding signal Q while the right-hand end of this siding is provided with .similar take- 1 siding and leave-siding signals Q and Q". The right-hand end of siding X is provided with a take-sidin signal Q and a leave-siding signal Q. W hen signal Q is in normal posit-ion, a train moving towards the right will proceed past the siding X on the main track under thecontrol of signal S, but when signal Q is in the operated position the switch A will be reversed by the train crew or otherwise and the train will then enter the siding X. Having thus entered the siding, the train will stop and remain on the siding if the leave-siding signal Q] is in normal position, and will leave the siding only when such signal is moved to its operatedposition. whereupon the train will proceed through switch A and into the stretch of single track. The functions of the remaining take-siding and leave-siding signals are the same as those of signals Q and Q The track rails 2 and 2 are divided by i sulated joints 3 to form a series of electriczii ly isolated track sections 45, 56,

14-15. Each section is provided with a track circuit for the control of the signals and other devices as hereinafter set forth, which circuit comprises as usual the track rails of the section, a source of current I) which as "here shown is a battery, and a track relay designated by the reference character T with a suitable exponent.

Each signal S is directly controlled by a translating device which as here shown is a line relay designated by the reference character R with the same exponent as that applied to the signal. Each signal is further controlled by a relay designated E with. the same exponent as that applied to the corresponding signal, and certain of the signals are further controlled by additional relays each of which is designated by the reference character F with a suitable expo-.

stop at the will of the operator, dependent only upon the conditions of trafiic in the portion of track which is governed by the signal. This control is effected by selectors located at intervals along the track, each of which is designated by the reference character H with an exponent corresponding to the location. As here 'shown, one such selector is located at each end of each passing siding, but this particular location and arrangement of selectors may be varied to suit the conditions met with in each installation. These selectors are controlled-in any suitable manner from the despatchers office through the medium of a pair of line wires 275, 276. Each selector in the form here shown comprises four contacts 'J16, J-17, J18, and J19, all

of which are normally open. For purposes of the present invention it is sufficient to state that any contact in any selector can be closed for any short interval of time by the manipulation of the proper key or other controlling element in the despatchers office. One form of a paratus for the control of the selectors n t is manner is illustrated in Fig. 3 and will be explained hereinafter.

As here shown, all signalsare normally at stop, and in the absence of trains and of control from the despatchers ofiice, all parts of the apparatus are in the conditions in which they are shown in the drawings.

I will now assume that the despatcher desires to move signal S to a proceed position in order to permit a train moving toward the left to pass this signal. To do this the despatcher operates the proper key or other element to cause selector H to close contact .1719. The closure of this contact closes a pick-up circuit for relay F which circuit passes from battery K, through wires 20, 21 and 22, contact 23 of track relay T wires 24 and 25, contacts 26 and 27, wires 28 and 29, contacts 30 and 31, wires 32 and 33, selector contact J--19, wire 34, winding of relay F wire 37, back contact 35 of relay E wires 38, 39, 40, 41, 42 and 43 to battery K Contacts 26 and 27 are operated by signal Q, and signal S, respectively, in such manner that contact 26 is closed only when signal Q, is in its normal position and contact 27 is closed only when signal S is in the stop position, whereas contacts 30 and 31 are operated by signals S and Q respectively in such manner that they are closedonly when these signals indicate stop and normal, respectively. And so it will be seen that relay F cannot be closed unless signals S and S are at stop and signals Q and Q are in normal positions. Inasmuch as the circuit for relay F? is controlled by contact 23 of track relay T it is obvious that relay F cannot be closed if section 1314 is occupied by a car or train. It will also be observed that the pick-up circuit for relay F includes a back contact 35 of a relay E As will appear opens. The stick circuit is from battery'K,

through wires 20, 21 and 22, track relay contact 23. wires 24, 44 and 45, contact 46 of relay F resistance 47, winding of relay F wire 37, back contact 35 ofrelay E and wires 38. 39, 40, 41, 42 and 43 to battery K. \Vhen once closed, therefore, relay F will remain closed until track relay T opens or signal S indicates caution or roceed. I The closing of relay F closes a circuit for line relay R which circuit passes from battery K through wires 61 and 62, winding of relay E wire 63, back point of contact 64 of relay F wire 65, pole-changer P operated by signal S, wire 66, contact 67 of track 7 relay T wire 68, contact 69 of track relay T", wire 70, pole changer P operated by signal S, wire 71, front point of contact 72 of relay F wire 73, winding of line relay R wires 74, 7 5 and 76, ole-changer P, wire 77, pole-changer P, an wires 78, 79, 79 and 80 to battery K Relay R will thus become energized but with signal S in the stop position as s own, pole-changer P is in such position that the polarized contact 161 of this relay does not close. A caution operating circuit for signal S is then closed which passes from battery K, through wires 48 and 49, contact 50 of relay F wire 51, front point of contact 52 of relay R wires 53 and 54, contact 55' operated by switch A and closed only when the switch is in normal position, wire 56, operatin mechanism of signal S, wire 57, front point of contact 58 of relay R wires 59 and 60, to battery K. Signal S then moves to the caution position, but as soon as a train moving toward the left passes this signal, the signal will be restored to the stop position due to the opening of track relay T, which opens relay F and which in turn opens the circuit for relay R Y It will be observed that when relay R became energized, .relay E was energized simultaneously, thus 0 ening the pick-up circuit for relay F at t e back contact 35 of relay E". It follows that after signal S has been cleared, if the dispatcher attempts to clear signal S by closing contact J16 of selector H the attempt will be unsuccessful because neither relay F nor R can be energized, and so the mistake will produce no operation of any signalin unit. 7 Signal S is cleared when he approaching train is to proceed past the siding X on the main track. On the other hand, if the despatcher desires that this train shall take the siding track X, he takes the necessary steps to operate the take-siding signal Q This is done by manipulating the proper key to cause selector H to close its contact J 18. A pick-up circuit for relay F q is then closed, which circuit passes from battery K, through wires 20, 21 and 22, track relay contact 23, wires 24 and 25, contacts 26 and 27, wires 28 and'29, contacts 30 and 31, wires 32 and 33, selector contact J-18, wires 81 and 82, winding of relay F wires 83, 38, 39, 40, 41, 42 and 43 to battery K. The closing of relay F closes a holding circuit for this relay, which circuit passes from battery K, through wires 20, 21 and 22, contact 23, wires 24, 44, 45 and 89, contact of relay F' resistance 91, wires 92and 82, winding of relay F wires 83, 38, 39, 40, 41, 42 and 43 to battery K Relay F remains closed, therefore, after the selector contact opens, and until track relay T is opened. The closing of relay F closes the operating circuit for signal QF, which circuit passes from battery K through wires .48, 49 and 84, contact 85 of relay F wire 86, operating mechanism of signal Q and wires 87, 75, 88, and 60, to battery K The closing of this circuit causes signal Q to move to its operated position and it then indicates to the engineer that he is to take the side track of siding X.

I will now assume that the train despatcher desires to clear signal 8*. To do this he manipulates the properokey to close contact Jl9 in selector H and this contact in turn closes a pick-up circuit for relay F, which circuit passes from battery K, through wires 93, 94, and 95, contact 96 of track relay T, wires 97, and 98, contacts 99 and 100, wires 101 and 102, contacts 103 and 104, wires 105 and 106, selector cont-act-J-19, wires 107 and 108, winding of relay F wires 109 and 110, back contact 111 of relay E and wires 112, 113, 114, and) 115, to battery K As soon as relay F closes, a stick circuit for this relay is closed, which circuit passes from battery K", through wires 93, 94, and 95, track relay contact 96, wires 97, 143, 144 and 145, contact 146 of relay F, resistance 147, wire 108, winding of relay F wires 109 and 110, backcontact 111 of relay E, and wires 112, 113, 114, and 115 to battery K Relay F remains closed, therefore, after selector contact J19 opens and until track relay T is opened by a train entering section 1011. The closing of relay F closes a circuit for line relay R, which circuit passes from battery K, through wire 116,-winding of relay E", wire 117, pole-changer P wires 118, 119,- 120, 121, and 122, pole-changer P wire 123, front point of contact 124 of trac relay T", wires 125 and 126, winding. of relay R wire 127, front point of contact 128 of relay F wire 129, back point of contact 130 of relay F wires 131 and 132, pole-changer P wire 133, contact 134 of track relay T, wire 135, contact 136 of track relay T wire 137, back point of contact 138 of relay E wire 139, polechanger P, and wires 140, 141 and 142 to battery K. This circuit will be closed, as will be noted, only provided that track relays T T and T are closed. The closing of relay R closes a caution operating circuit for signal S, which circuit is from battery K", through wires 93, 148 and 149, contact 150 of relay F wire 151, front point of contact 152 of relay R wires 153and 154, contact 155 operated by switch A wire 156,

operating mechanism of signal S, wire 157,

front point of contact 158,. and wires 159, 114 and- 115 to battery K This circuit being closed, signal S moves to the caution position, but will not move to the proceed position until pole-changer P is reversed,

.that is, until signal S moves away from the stop position, because until such time, relay R* is energized in such direction that its polar contact 202 remains open. The move-' ment of' signal S to the caution position reverses pole-changer P however, so that the polar contact 161 of relay R closes if signal S has been moved to the caution position or is subsequently moved thereto, and this signal will then continue to the proceed position because its proceed operating circuit is then closed. This circuit is from battery K through wires 48 and49, contact relay R The closing of relay E causes relay R to become energized through a circuit which passes from battery K, through wires 163 164, and 165, relay E, wires 166 and 167. front point of contact 168 of track relay T wire 169, pole-changer P wires 170, 171, 172, 201 and 173, winding of relay R wire 174, front point of contact of relay E", wire 176, front point of contact 177 of track relay T wire 178, front point of contact 179 oftrack relay T wire 180; pole-changer P, Wires 181 and 182, back point of contact 183 of relay FQ. wire 184, back point of contact 185 of relay F, and wires 186, 187, 188, 189 and 190 to battery K. Owing to the factthat signal S is in the stop position, pole-changer P is in such position that the polarized contact of relay H is not closed, and so signal S moves only to the caution position. The caution and proceed operating circuits for this signal will be obvious'from the drawing, and are in accordance with standard practice. The

movement of signal S to the caution position causes reversal of pole-changer P thereby reversing the polarity of the current supplied to relay B so that contact 202 of this relay closes and signal S moves to the proceed position by virtue of its proceed operating circuit which is in accordance with standard practice and will be obvious from the drawing.

As soon as a train moving toward the left passes signal S it opens track relay T thereby opening the circuits for relays F and R, so that signal S returns to the stop position. Relay E must be kept closed, however,- in order to keep signal S in the caution or proceed position, and for this purpose the circuit for relay E is provided with a branch around relay R and contact 128 of relay F which branchis closed only when track relay T is open. This branch passes from wire 123, through the back point of contact 124 of relay T, wire 191, and resistance 192 to wire 132. As the train enters section 910, it opens track relay T *whereupon another branch for the circuit of relay E is closed, which branch passes from wire 135, through the back point of contact 134 of track relay T, and resistance 193 to wire 120. It follows that relay R remains closed while the train is in section 910. As the train enters section 8-9, it opens track relay T and this in turn closes a third branch in the circuit for relay E, which branch passes from wire 119, through resistance 194 and the back point of contact 136 of track relay T to wire 137. It follows that signal S remains in the caution or proceed position until it is actually reached by the train moving toward the left.

As soon as the train" passes signal S", the opening of track relay T opens the circuit for relay R, so that signal S returns to the stop position. This operation of relay R closes a stick circuit for relay E, which circuit passes from battery K through wire 116, winding of relay E, wire 195, contact 196, wire 197, resistance 198, back point of contact 199 of relay R and wires 200 and 142 to-battery K By virtue of this stick circuit relay E is kept closed as long as relay R remains open, and relay R of course remains open until the train passes point 5. hen the rear end of the train leaves section 5-6, relay R closes because relay E is closed, but this opens the stick circuit for relay E and so the latter relay opens. The opening of relay E opens in turn the circuit for relay R so that the latterrelay opens again, and the circuits for R and E are then restored to the conditions in which they are shown in the drawing.

The reason for keeping relay E closed while a train is between signals S -and S is to permit signal S or Q, to be cleared and so to permit a following train to approach signal S".

After any signal has been moved to an.

of such signal. Considering signal S for example, and assuming that this signal has been moved to the proceed position, it may be restored to the stop position by closing contact J19 of selector H This closes a shunt path for relayF which path passes from the left-hand terminal of such relay through wire 34, contact J 19, wires 33 and 32, contact 31, wire 216, contact 217 (which is now closed), wires 218 and 38, contact 35, and wire 37 to the right-hand terminal of relay F Resistance 47 which is included in the holding circuit for rela F functions in this operation by facilitatmg the shunting of therelay. The shunting of each of the remaining relays F is similar to the o eration just explained for relay F and Wlll be understood without further discussion.

lVhile I have herein described the apparatus and circuits for the arrangement of traffic controlling devices shown in Fig. 1. I do' not desire to restrict myself to this particular arrangement of devices, because the invention is applicable to any arrangement which may be desirable, depending upon the specific conditions encountered in each installation. For example, by placing Figs. 1 andl end to end in the order named, an arrangement is disclosed in which the intermediate automatic signals S and S of Fig. 1 are absent. This arran ement of signals will frequently be employe when the distance between passing sidings X is short, or when traflic density is not such as to warrant the expense involved in the installation of such automatic signals. In this, as well as in the following variations, slight circuit changes will be required, but these changes will be obvious. For instance, in the re-arrangement just mentioned, the resistances 192, 193, etc., and the back contacts associated therewith, will be without functions and may, therefore, be omitted. Among the other re-arrangements which may be employed with obvious circuit modifications are the following: Either of the intermediate automatic signals S or S may be omitted and the other retained; both signals S and S may be used, but instead of placing them opposite each other, as shown in Fig. 1, they may be staggered, either facing each other or back-to-back, with the necessary track circuits between them. Any number of intermediate automatic signals, such as S and S, may be provided, and

may be located in any desired relations to each other; Fig. 1 may be used as a unit, and this modification will usually occur at the junction .of two tracks or at an end of a side track or the end of a double track, when such junction is not in a track included in a continuous'system embodying my invention. The circuit modifications for such a unit will depend on the extent of the track circuit control of signals S, Q S and Qf, and will also depend on whether or not distant signals are provided.

Referring now to Fig. 2, the control of the signals is the same as in Fig. 1 except that the selection between each main signal S and the associated take-siding or leavesiding signal Q is accomplished by the position of the switch A over which such signals govern traflic as well-as by the associated relays F. Considering signals S and Q for example, this selection by switch position is accomplished by contacts and 220 operated by the switch, the former of which is closed only when the switch is in normal position and the latter of which is closed only when the switch is in reverse position. The circuit for signal S includes contact 55, and the circuit for signal Q includes contact 220. When the despatcher desires to clear signal S he takes the necessary steps to close relay F whereupon if switch A is in normal position and all other traffic conditions are correct, signal S will clear. The circuit for this signal is the same as the circuit for the corresponding signal in Fig. 1. Similarly, if the despatcher desires to operate signal Q he takes the necessary steps to close relay F and signal Q? will then be operated provided switch A is in the reverse position. The circuit for signal Q is the same as in- Fig. 1 except that in Fig. 2 the wire 86 is divided into two wires '86 and 86 with the switch operated contact 220 between them.

Signals S and Q, are similarly selected by contacts 222 and 223 operated by switch- A Signals S and Q, are selected by contacts 224 and 225 operated by switch A Signals S and Q are selected by switchoperated contacts 226 and 227. Signals S and Q are selected by contacts 228 and 229 operated by switch A. Signals S and Q, are selected by contacts 230 and 231. Itis believed that the operation of the signal controlling apparatus shown in Fig. 2 will be understood from the foregoing without further explanation. 1

Each switch A is operated by a motor designated by the reference character M with the same exponent as that applied to the switch, this operation being accom plished through the medium of a suitable mechanism which is not shown in the drawing but which is represented by the dotted line between the motor and the switch.

The operation'of switch A is as follows:

As shown in the drawing, this switch in the normal position, and all of the associated parts are in the positions corresponding to this position of the switch. \Vhen the des- I patcher desires to .reverse switch A he operates selector H? in such manner as to close contact J-18 thereby closing a circuit for reverse relay V, which circuit passes from battery K, through wires 93, 94 and "95, contact 96 of track relay T wires 97 and 98, signal operated contacts 99 and 100, wires 101 and 102, signal operated contacts 103 and 104, wires 105, 106, 106 106 SGlBCtOLCOIllZtICl) J-lS, Wire 233, contact 234 of relay U wire 235, winding of relay V and wires 236, 237, 238, 239, 113, 114 and 115 to battery K When relay V closes, a holding circuit for this relay is closed which is the same as the'pick-up circuit up to and including wire 106, from which it passes through wires 240 and 241, contact 260260 260 wire 242, back point of contact 243 of relay V wire 244, front point of contact 245 of relay Vi, wire 246, winding of relay V and thence as before to battery K Contact 260260--260 is closed at all times except when the switch is locked in full reverse position. Relay V being closed, a motor operating circuit is closed which passes from battery K", through wires 61, 62, 249 and 250, front point of contact 251 of relay V wire 252, motor armature 247, wire 253, back point of contact 254 of relay V wires 255 and 257, motoi field winding 248, and wires 259, 79, 79 and 80 to battery K Motor M is then energized in such direction as to move switch A to its reverse position. WVhen this position is reached and the switch is locked, contact 260260 -260 opens so that relay V becomes de-energized due to the opening of its holding circuit, and the opening of the front point of contact 251 o relay V motor M When the despatcher desires to return. the switch A to its normal position, he operates selector H to. close contact J17, whereupon normal relay V becomes energized by virture of a pick-up circuit which passes from battery K, through the same path as before to the selector H then through contact J-17, wire"267, contact 268 of relay U wire .269, winding of relay Vf, wire 270, and thence as before through wire 236, etc. to battery K. The closing of this relay closes a holding'circuit which serves in turn to de-energize is the same as the pick-up circuit up to and including wire 106, from which 1t passes through wires 240 and 271, contact 260- 260--260, wire 272, back point of contact 245 of relay V wire 244, front point of contact 243 of relay V, 'wire 273, winding of relay V, and thence through wires 270, 236, etc. to battery K. With relay V closed, a motor operating circuit is closed which passes from battery K, through wires 61, 62 and 249, front point of contact 254, wire 253, armature 247, wire 252, back point of contact 251, .wires 256 and 257,

eld winding 248. and wires 259, 79, 79 and 80 to battery K Current in this circuit energizes the motor M in such direction as to return the switch A to its normal position; when this position is reached and the switch is locked, contact 260260 260 opens, thereby opening the holding circuit for relay V", and the opening of the front point of contact 254 of this relay de- -energizes the circuit for motor M Relay U is provided with a pick-up circuit which passes from battery K", through wires 93, 94 and 95, track relay contact 96, wires 97 and 98, signal contacts 99 and 100, wires 101 and 102, signal contacts 103 and 104, wiresil05, 106, 106 and 261, relayU wire 262, signal-controlled contacts Z, Z Z Z, and wires 237, 238, 239, 113, 114 and 115 to battery K After relay U becomes closed it is held closed by a stick circuit which eliminates the contacts Z in that it passes from wire 261, through relay U wire 263, contact 264, and wire 265, to wire 237.

The function of relay U is to prevent operation of switch A? at such times as such 0 eration would be undesirable. As here s own, this relay is controlled only by the signals immediately governing trafiic over the switch, but other means may be employed if desired for controlling the relay. The

switch can be moved only when relay U is closed. This relay is normally closed, but will be opened by the movement of any one of the four signals S, Q S", Q, away from stop position, and when all four signals have again assumed the stop position the relay can be closed only when contacts Z are all closed. These contacts are preferably governed bytime element devices which in turn are operated by the four signals respectively,

and the. operation is preferably such that each contact is opened when the corresponding signal moves away from the stop position and will not be closed until a predetermined time has elapsed after the signal returns to the stop position. One form of time element device "which may be used for this purpose is illustrated in Figs. 2 and 2 of United States Letters Patent granted to John V. Young on the 13th day of January, 1920, No. 1,328,070. Other uses forthe U relays are well known in the art, and need not be explained herein.

In the systems shown in Figs. 1 and 2, each selector H is provided with a plurality of contacts, any one of which may be closed, by proper control from a distant point, for a period of time sufiicient to energize the relay which is governed by that contact. As far as I am aware, commercial selectors of the present day are so constructed that when the wiper moves from its off position to any contact point other than the first, it makes a momentary engagement with the first point and each other intermediate oint. Such momentary engagement is 0 very short duration, and is probably not long enough to effectively energize a relay, but if it should be found that improper energization of a relay is apt to occur due to this momentary closing of the intermediate contacts, such improper energization can be prevented in several different ways. One alternative is to make the relays directly controlled by the selectors sluggish in picking up, as for ex ample by increasing the inertia of the armature or by placing a copper sleeve around a portion of the magnetic circuit, or both. Another alternative is to include in the circuit of each relay directly controlled by the selector a device which delays the building up of current in such circuit. One device of this nature is a cell of thermosensitive material having a negative temperature coeflicient, such material being for example cupric oxide. In Fig. 5 I have shown a device of this kind associated with relay F. The circuits for this relay are the same as in Figs. 1 and 2, except that a device 406 having the characteristic just described is inserted in wire 98 so that it is included in the pick-up circuit for relay F but not in the holding circuit or in the ath for shunting this relay. One reason or placing device 406 in wire 98 is to keep it out of the ath which is usedfor shunting this relay when the despatcher desires'to open the relay, and another reason is that when so located one such device will serve for all of the relays directly controlled by each selector H in Figs. 1 and 2. Still another alternative is to substitute a one-point selector for each point of a multiple selector,

and this scheme is illustrated in Fig. 6,.

wherein relays F F F and F are controlled by one-point selectors Ha, Ha", Ha and Ha, respectively. The controlling magnets 277 of these selectors are connected in multiple across. line wires 275", 276, so that the operation is the same as that of the structure shown in Fig. 2".

Referring now to Fig. 3, I have here shown oneform of apparatus for controlling the selectors H, together with one form of apparatus for indicating in the despatchers ofiice the operation of the traflic governing devices controlled by these selectors as well as the operation of certain of the track relays.

Considering first the control of the selectors, it will be observed that when contact 279 at each selector location is closed the operating magnet 277 of each selector is connected across the line wires 275 and 276 so that these magnets are in multiple. The reason for relays C, resistances 278, and contacts 279 in the selector circuits will be explained hereinafter, it being sufficient to say at the present time that these elements do not function in any way in the control of the selectors.

The selectors H are controlled by pulsations of electric current, each contact being closed only in response toa definite arrangement of pulsations which is known as the code or code signal of such contact. These code signals may be effected by a separate contacting device, known as a code key, for each code signal, or by a master key capable of giving any code signal and provided with means for selecting any desired code signal and causing the impulses of such signal to be completed. As here shown, the selectors are controlled b a number of code keys 282 (Fig. 3). Wlien the despatchcr wishes to operate a switch or a signal, he

sets into operation the proper code key for the desired contact of the desired selector, and as soon as the code key starts, relay 289 becomes closed. Assuming that the middle key 282 is operated, the circuit for relay 289 passes from battery281, through wires 283, 284 and 285, contact 300300 of the middle code key 282, wires 286, 287 and 288, winding of relay 289, wire 290, back contact 291 of relay 292, and wires 293 and 29% to battery 281. This circuit cannot be closed, of course, if relay 292 isenergized, and as will be pointed out hereinafter this latter relay is energized whenever an indication'is being received in the despatchers ofiice. Relay 289 being once closed, remains closed during the entire operation of the code key, because the recesses between the teeth of the code key are not deep enough to permit contact 300= 300 to open. The recess which is under contact finger 300 when the key is in normal position is deeper, however, and sufficiently so to cause relay 289 to be normally deenergized. One function of relay 289, as will hereinafter appear, is to prevent the transmission of an indication While an operating signal is being sent out, and this is accomplished by including a backcontact of relay 289 in the indication circuit. The

operation of the code key causes intermittent energization of magnet 297 because of a circuit which passes from battery 281, through wires 283, 284 and 285, contact 300 300 of the middle key 282, wires 307- and 299, winding of magnet 297, and wires 298 and 294 to battery 281. Impulses are tlren sent to the selectors H from the main battery 280, the circuit being from the righthand terminal of this battery, through resistance 308, wire 302, contacts, windings, etc., of a transmitting device 301. wire 303, frontpoint of contact 29:) of relay 289, wire 275, condenser 357, magnet 277 of each selector H, wire 276, front point of contact 296 of relay 289, wire 304, windings and contacts of the transmitting device 301, and wires 305 and 306 to the left-hand terminal of the main battery 280. Impulses are thus transmitted to each selector H and to each relay C, but only the one selector which is called advances to close a contact. The function of the relay C will be explained hereinafter in connection with the transmissionof indications from the traffic controlling devices to the despatchers office.

The structure and operation of the indication transmitting apparatus are as follows: Considering the tralfic governing devices controlled by selector 1-1 the indication that a train has entered track section 1314: is

controlled by a contact 309 of track relay T The indication that switch A has moved to the reverse position is controlled by a contact 312 which is momentarily closed by the switch operating mechanism after the switch reaches the reverse position and just before the operating mechanism completes the function of locking the switch, while the indication that this switch has moved to the normal position is controlled by a contact 313 which is momentarily closed after the switch reaches the normal position and just before the operating mech anism completes the function of locking the switch in this position. The signal indications are controlled by two groups of contacts 310 and 311. Group 310 comprises four contacts operated by signals S, Q",

S and Qflrespectively, in such manner that:

each contact is momentarily closed just before the signal by which it is operated reaches the caution position in the case of the S signals and the operated position in the case of the Q, signals. Similarly, group 311 comprises four contacts operated by the same four signals respectively and each of which is momentarily closed just before the corresponding signal reaches the stop posiment shown in the drawing is sufficient for six separate indications at each location, but one toothed disk Y, one relay 1V and one relay D can be eliminated for each indica- :ion eliminated, or added for eaclrindication added.

To explain the operation of the indication transmitting apparatus, I will assume that switch A is moved from reverse to normal position. Just before the switch becomes fully locked in the normal position, contact 313 is momentarily closed, thereby picking up relay D by means of a circuit which passes from battery K, through wires 318 and 319, contact 313, wire 310, winding of relay D and wires 312, 313, 314 and 315 to battery K Relay D is closed for a short interval only, but while it is closed it closes a pick-up circuit for relay V which circuit passes from battery K through wires 318, 319, 316 and 317, back point of contact 318 of relay Z, wire 319, contact 320 of relay D wire 321, winding of relay W and wires 322, 323, 314 and 315 to battery K The closing of relay l closes a stick circuit for this relay which passes from battery K through wires 324 and 325, contact 330 operated by cam disk FF, wires 326 and 327, contact 328, wire 329, winding of relay iV and wires 322, 323, 314 and 315 to battery K The closing of relay \Y N' energizes relay Z, through a circuit which passes from battery K through wires 324 and 325, contact 330, wires 364 and 331, back contact 332 of relay D Wire 333, front point of contact 334 of relay V thence through the lower back contacts of relays \V R, W and W wire 335, winding of relay Z, and Wires 336, 313, 314 and 315 to battery K The closing of relay Z closes a circuit for relay B which passes from battery 280 (in the despatchers offiee) through resistance 308, impedance 358, wires 359 and 360, winding of relay 292, wire 361, back point of contact 295 of relay 289, wire 275, wires 356 and 355, back contact 354 of relay B winding of relay B and resistance 353 in multiple, wire 352, secondary of a transformer 344, wire 351, contact 350 of relay Z, wires 349 and 276, back point of contact 296 of relay 289, and wire 362 to battery 280. Current in this circuit is choked out of magnet 277 of selector H by a condenser 357, andso the most it can do is to cause the selector to move one step due to a single pulsation when the circuit becomes closed; the selector will'then return to normal position at once because a second pulsation will not occur. This current does energize relay B, however, thereby opening contact 279 and closing contact 340 of this relay. Relay Z and contact 340 both being closed, motor 'BB is operated by a circuit which passes from battery K through wires 318,319, 316 and 317, contact 337 of relay Z, wire 338, motor BB, wire 339, contact 340, and wires 341, 342 and 315 to battery K Motor BB then drives each of the devieesconnected therewith, including the alternating current generator CC and the toothed wheel Y so that current from the generator is so plied to the primary of transformer 344 y a circuit which passes from the generator CC, through wire 348, contact 393 operated by wheel Y 'N, wire 347 contact 346 of relay wire 345, primary of transformer 344-, and wire 343 to generator CC. The supply of current to transformer 344 is intermittent, depending on the configuration of the toothed wheel Y and corresponding intermittent impulses of alternating current are supplied to the line wires 275 and 276 by the secondary of transformer 344, the circuit being from the left-hand terminal of this secondary, through wire 351, contact 359 of relay Z,

wires 349 and 349, line wire 276, winding of relay 366, condenser 365, line wire 275, wires 356 and 355, back contact 354 of relay B resistance 353 and winding of relay B in multiple, and wire 352 to the secondary of transformer 344. The indication receiving apparatus controlled by relay 366 in the despatchcrs ofiice will be explained hereinafter. After the transmission of the code impulses has been completed, cam disk FF permits contact 330 to open, thereby opening at this point the stick circuit for relay W N and the main circuit for relay Z. Relay V opens, but relay Z does not open because previous to the opening of contact 330, contact 331 is closed by cam disk EE, so that relay Z is kept energized by a circuit which passes from battery K through wires 324 and 325, contact 331, wire 363, lower back contact of each relay 1V, wire 335, relay Z, and wires 336, 313, 314 and 315 to battery K The operation of motor BB is continued, therefore, until the cam disk EE permits contact 331 to open, whereupon relay Z becomes deenergized, motor BB comes to rest, and the parts of the transmitting apparatus are again in the positions in which they are shown in the drawing It is apparent that a second trafiic controlling device may complete an operation and be ready to indicate before the completion of the indication of a previously operated device. For example, when a train passes a proceed signal, the indications train on track circuit and signal at stop will be so close together that the latter indication may be ready to start before the former is completed. That is, each indication will require an interval of time so that the signal may reach the stop position before the indication that the track relay has opened is completed. Suitable means are provided,

therefore, to prevent interference of indications under such a condition. Assuming, for example, that signal S is in the proceed position and is acceptedby a train, the enframe of the train into track section 13- -14 will de-energize track relay T The opening of relay T closes at back contact 309- the circuit for relay D corresponding to the circuit hereinbefore traced for relay D The opening of relay T also deenergizes a relay'370, the function of whichwill be ex lained hereinafter. The closing of relay V which circuit corresponds to the circuit traced hereinbefore for relay V and the indication that a train has entered section 13-14 is then transmitted by toothed wheel Y in the same manner as before. Before this indication is completed, however, the contact 311 operated by signal S will close momentarily just before this signal reaches the stop position, and this contact operation will momentarily close the circuit for relay 13% corresponding to the circuit which I have hereinbefore traced in detail for relay D Relay W' will not close, however.

because its pick-up circuit is open at the back pointof contact 367 of relay Z. On the other hand, a stick circuit for relay D closed, which circuit passes from battery K through wires 318, 319, 316 and 317, front point of contact 367, wire 368, contact 369 of relay D winding of relay D and wires 313, 314 and 315, to battery K Relay'D will remain closed, therefore, until relay Z opens, that is, until after the indication that a train has entered section 13-14 is completed. As soon as relay Z opens thepickup circuit for relay N is closed, through the back point of contact 367 on relay Z and front contact 369 of relay' D so that the operation of the indication.transmitting apparatus is then repeated in order that toothed wheel Y may transmit the code which gives the information at the dcspatchers oflice that signal S has assmed the stop position. It will be noted that when relay Z opens, it opens the holding circuit for relay D at the front point of contact 367, and it will also be noted that the pick-up circuit for relay W must be effectively closed-before relay D opens. To insure the proper time interval for this operation, it is probably best to make each relay D slow-releasing in character asindicated in the drawing.

- Another condition under which indications may be stored, is as follows: Assume that signal S is at caution or proceed, that a. westbound .train is approaching it, that the despatcher clears signal S*,. and thatthe train passes signal S before the movement of signal S is completed:- As the train passes .S it opens track relay T and this causes the closing of relay D followed by the closing of relay V and the opening of relay D The movement of signal S to the stop position causes relay D to close, but the indication for this signal is stored as here- T closes the pick-up circuit for relay' tionary because the circuitfor motor BB is open at contact .340 of relay B This indication, then, is stored. When the indication that track relay T has opened is coma '7 pleted, relay Z opeiis, relay B opens, and the closing of contact 279 permits relays C and B to close, so that motor BB then operates to transmit the indication that signal S has cleared. \Vhile this indication is being transmitted, the apparatus at H cannot transmit the indication that signal S is at stop, because relay C is closed so that relay B is closed with the result that relay B is held open. As soon as the indication for signal S is completed, relays C and B are de-energized, whereupon relay B closes and the apparatus at H then proceeds to trans v mit the indication that signal S is at stop.

It will thus be seen that, not only is the second lndlcation in any one group OffilGYlC'CS stored, but one, or two lndications n1 any of several other groups may be stored at the same time.

The first started indication of the group nearest the despatchers oflice will be transmitted first, followed by the first started indication of the next farthest group in which indications are stored, .and when this is completed the second started indication in the first group willbe transmitted. This alternation will continue until all the stored indications in one of these groups have been transmitted, and then the same alternation, will occur in thetwo remaining groups nearest the despatchers office having indications stored therein.

The function of relay 370 is to co-operate with track relay T to give one indication when a train enters track section 1314, and another indication when a train leaves this section. When a train enters the track section, the opening of relay T opens the circuit for relay 370, which circuit will be obvious from the drawing, but before relay 370 opens, the circuit for relay D is closed through the back point of contact 309 of relay T and contact 394 of relay 370. If found desirable, relay 370 may be made slow-releasing in character to insure that contact 394 and the back point of relay 309 will be closed simultaneously for a long enough period to close relay D The remainder of the operation for transmitting an indication that track section 13-44 is occupied corresponds in every respect to the operation traced hereinbefore for indication 

